Methods and systems for starting a vehicle

ABSTRACT

Systems and methods for selectively activating operation of one or more vehicle powertrain elements are presented. In one example, a propulsion source of a vehicle is activated in response to a driver moving a shift lever from a first location to a second location. Further, activation of propulsion source may be made contingent on whether or not the vehicle is coupled to an electrical grid.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 14/854,489 entitled “METHODS AND SYSTEMS FOR STARTING AVEHICLE,” filed on Sep. 15, 2015. The entire contents of the abovereferenced application are hereby incorporated by reference in theirentirety for all purposes.

FIELD

The present description relates to systems and methods for startingoperation of a vehicle. The methods may be particularly useful forvehicles that transport an occupant from one location to anotherlocation.

BACKGROUND AND SUMMARY

A vehicle may be started when an operator follows a prescribed sequenceof actions. For example, a vehicle may be started after a driver appliesa brake pedal and rotates a key switch while the vehicle's transmissionis engaged in park or neutral. Operation of the key switch and brakepedal confirm may be used to confirm that the operator is in the vehicleso that an unauthorized operator may not be able to start the vehicle.One additional way to confirm that an authorized operator is within thevehicle is for the vehicle to sense whether or not a key fob or securitytoken is within the vehicle's passenger cabin before the driver rotatesthe key or presses a start button. A driver may wish to reducecomplexity of a vehicle starting sequence, but eliminating steps in thevehicle starting sequence may lower confidence that the vehicle is beingstarted for a the intended operator. Therefore, it may be desirable toreduce complexity of a vehicle's starting sequence while maintaining orimproving confidence that the vehicle is being appropriately started.

The inventors herein have recognized the above-mentioned disadvantagesand have developed a method for enabling vehicle propulsion, comprising:enabling propulsion of a vehicle after propulsion of the vehicle isdeactivated in response to confirming presence of a driver via a pollingdevice, confirming more than a threshold force is applied to a brakepedal, and shifting the vehicle from park or neutral into a forward orreverse propulsion mode.

By enabling propulsion of a vehicle in response to confirming presenceof a driver, confirming a threshold force is applied to a brake pedal,and shifting the vehicle from park or neutral into a forward or reversepropulsion mode, it may be possible to provide the technical result ofsimplifying vehicle activation. In particular, rotation of a key switchor application of a pushbutton start may be omitted while stillactivating a vehicle for a confirmed operator. Thus, a step in thevehicle activation sequence that was customarily used to engage astarter may be eliminated. The operation of engaging a transmission maybe the basis for activating vehicle propulsion. In this way, shiftingthe transmission may be a basis for entering a forward of reversepropulsion mode and activating the source or sources of propulsion forceinstead of activating propulsion via a device that only acts to enablepropulsion, whereas according to the present method propulsion andtransmission operating range is performed at least partially responsiveto shifting.

The present description may provide several advantages. Namely, theapproach may reduce a driver's perception of vehicle startingcomplexity. Further, the approach may be applied to both conventionaland hybrid vehicles. Further still, the approach may be applied tovehicles that include automatic or manual transmissions.

The above advantages and other advantages, and features of the presentdescription will be readily apparent from the following DetailedDescription when taken alone or in connection with the accompanyingdrawings.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The advantages described herein will be more fully understood by readingan example of an embodiment, referred to herein as the DetailedDescription, when taken alone or with reference to the drawings, where:

FIG. 1 is a schematic diagram of an engine;

FIGS. 2A, 2B, and 2C show example vehicle driveline configurations;

FIGS. 3A and 3B show example vehicle shifter configurations;

FIG. 4 shows an example vehicle steering wheel; and

FIG. 5 is an example method for operating a vehicle.

DETAILED DESCRIPTION

The present description is related to activating a vehicle forpropulsion. Vehicle propulsion may be activated by starting an engine orsupplying current to a motor so that the vehicle's source of propulsionmay be made operational after the vehicle propulsion source isdeactivated. The vehicle driveline may be comprised of an engine, asshown in FIG. 1, and a transmission without a motor as is shown in FIG.2C. Alternatively, the vehicle driveline may be a hybrid vehicledriveline that includes an engine and a driveline integratedstarter/generator or electric machine as shown in FIGS. 2A and 2B. Thevehicle may include a shifter for an automatic transmission or amanually operated shifter as is shown in FIGS. 3A and 3B. The vehiclemay also include a steering wheel as is shown in FIG. 4. The vehicle maybe operated according to the method shown in FIG. 5 to reduce vehiclestarting complexity.

Referring to FIG. 1, internal combustion engine 10, comprising aplurality of cylinders, one cylinder of which is shown in FIG. 1, iscontrolled by electronic engine controller 12. Engine 10 includescombustion chamber 30 and cylinder walls 32 with piston 36 positionedtherein and connected to crankshaft 40. Flywheel 97 and ring gear 99 arecoupled to crankshaft 40. Starter 96 includes pinion shaft 98 and piniongear 95. Pinion shaft 98 may selectively advance pinion gear 95 toengage ring gear 99. Starter 96 may be directly mounted to the front ofthe engine or the rear of the engine. In some examples, starter 96 mayselectively supply torque to crankshaft 40 via a belt or chain. In oneexample, starter 96 is in a base state when not engaged to the enginecrankshaft. Combustion chamber 30 is shown communicating with intakemanifold 44 and exhaust manifold 48 via respective intake valve 52 andexhaust valve 54. Each intake and exhaust valve may be operated by anintake cam 51 and an exhaust cam 53. The position of intake cam 51 maybe determined by intake cam sensor 55. The position of exhaust cam 53may be determined by exhaust cam sensor 57. Intake cam 51 and exhaustcam 53 may be moved relative to crankshaft 40.

Fuel injector 66 is shown positioned to inject fuel directly intocylinder 30, which is known to those skilled in the art as directinjection. Alternatively, fuel may be injected to an intake port, whichis known to those skilled in the art as port injection. Fuel injector 66delivers liquid fuel in proportion to the pulse width of signal fromcontroller 12. Fuel is delivered to fuel injector 66 by a fuel system(not shown) including a fuel tank, fuel pump, and fuel rail (not shown).In addition, intake manifold 44 is shown communicating with optionalelectronic throttle 62 which adjusts a position of throttle plate 64 tocontrol air flow from air intake 42 to intake manifold 44. In oneexample, a low pressure direct injection system may be used, where fuelpressure can be raised to approximately 20-30bar. Alternatively, a highpressure, dual stage, fuel system may be used to generate higher fuelpressures. In some examples, throttle 62 and throttle plate 64 may bepositioned between intake valve 52 and intake manifold 44 such thatthrottle 62 is a port throttle.

Distributorless ignition system 88 provides an ignition spark tocombustion chamber 30 via spark plug 92 in response to controller 12.Universal Exhaust Gas Oxygen (UEGO) sensor 126 is shown coupled toexhaust manifold 48 upstream of catalytic converter 70. Alternatively, atwo-state exhaust gas oxygen sensor may be substituted for UEGO sensor126.

Converter 70 can include multiple catalyst bricks, in one example. Inanother example, multiple emission control devices, each with multiplebricks, can be used. Converter 70 can be a three-way type catalyst inone example.

Controller 12 is shown in FIG. 1 as a conventional microcomputerincluding: microprocessor unit 102, input/output ports 104, read-onlymemory (non-transitory) 106, random access memory 108, keep alive memory110, and a conventional data bus. Controller 12 is shown receivingvarious signals from sensors coupled to engine 10, in addition to thosesignals previously discussed, including: engine coolant temperature(ECT) from temperature sensor 112 coupled to cooling sleeve 114; aposition sensor 134 coupled to an accelerator pedal 130 for sensingforce applied by driver 132; a position or force sensor 154 coupled tobrake pedal 150 for sensing force applied by driver 132; a positionsensor 174 coupled to clutch pedal 170 for sensing force applied bydriver 132; a measurement of engine manifold pressure (MAP) frompressure sensor 122 coupled to intake manifold 44; an engine positionsensor from a Hall effect sensor 118 sensing crankshaft 40 position; ameasurement of air mass entering the engine from sensor 120; and ameasurement of throttle position from sensor 58. Barometric pressure mayalso be sensed (sensor not shown) for processing by controller 12. In apreferred aspect of the present description, engine position sensor 118produces a predetermined number of equally spaced pulses everyrevolution of the crankshaft from which engine speed (RPM) can bedetermined.

In some examples, the engine may be coupled to an electric motor/batterysystem in a hybrid vehicle as shown in FIGS. 2A and 2B. Further, in someexamples, other engine configurations may be employed, for example adiesel engine.

During operation, each cylinder within engine 10 typically undergoes afour stroke cycle: the cycle includes the intake stroke, compressionstroke, expansion stroke, and exhaust stroke. During the intake stroke,generally, the exhaust valve 54 closes and intake valve 52 opens. Air isintroduced into combustion chamber 30 via intake manifold 44, and piston36 moves to the bottom of the cylinder so as to increase the volumewithin combustion chamber 30. The position at which piston 36 is nearthe bottom of the cylinder and at the end of its stroke (e.g., whencombustion chamber 30 is at its largest volume) is typically referred toby those of skill in the art as bottom dead center (BDC). During thecompression stroke, intake valve 52 and exhaust valve 54 are closed.Piston 36 moves toward the cylinder head so as to compress the airwithin combustion chamber 30. The point at which piston 36 is at the endof its stroke and closest to the cylinder head (e.g. when combustionchamber 30 is at its smallest volume) is typically referred to by thoseof skill in the art as top dead center (TDC). In a process hereinafterreferred to as injection, fuel is introduced into the combustionchamber. In a process hereinafter referred to as ignition, the injectedfuel is ignited by known ignition means such as spark plug 92, resultingin combustion. During the expansion stroke, the expanding gases pushpiston 36 back to BDC. Crankshaft 40 converts piston movement into arotational torque of the rotary shaft. Finally, during the exhauststroke, the exhaust valve 54 opens to release the combusted air-fuelmixture to exhaust manifold 48 and the piston returns to TDC. Note thatthe above is shown merely as an example, and that intake and exhaustvalve opening and/or closing timings may vary, such as to providepositive or negative valve overlap, late intake valve closing, orvarious other examples.

FIG. 2A is a block diagram of a vehicle driveline 200 and vehicle 290.Driveline 200 may be powered by engine 10. Engine 10 may be started withan engine starting system shown in FIG. 1 or via motor/generator 205.Further, engine 10 may generate or adjust torque via torque actuator204, such as a fuel injector, throttle, camshaft, valve lift, etc.

Driveline 200 includes engine 10 and torque actuator 204. Torqueactuator may be a throttle, valve timing actuator, ignition system,waste gate, or other actuator that may influence engine torque. Engine10 provides torque to planetary gear set 202 and generator 205 operatesin a speed control mode to control engine torque delivery to singleratio gearing system 210. Output from generator 205 provides electricalenergy to energy storage device 208 and motor 206. Electrical energystorage device 208 may supply electrical power to motor 206 when engine10 is not operating. Electrical energy storage device may be a battery,capacitor, or other electrical energy storage device. Motor 206 may alsobe operated in a generator mode for regenerative braking. Torque fromengine 10 and motor 206 may be combined in single ratio gearing system210 to provide torque to vehicle wheels 216 via a mechanical power path.Controller 12 controls operation of engine 10, generator 205, and motor206 to adjust power supplied to vehicle wheels 216.

Electrical energy storage device 208 may be in electrical communicationwith charging system 235, and electrical receptacle 211 provides a wayof electrically coupling vehicle 290 to stationary electrical power grid299. Controller 12 may determine that stationary electrical power grid299 is coupled to vehicle 290 and energy storage device 208 via voltagesensing circuitry 213 (e.g., a resistor network and an A/D converter) oran electrical connector pin detector 233. Voltage sensing circuitry 213provides a voltage to controller 12 which indicates a presence (e.g.,digital value of one) or absence (e.g., digital value of zero) ofvoltage from stationary power grid 299. Electrical connector pindetector 233 provides a voltage to controller 12 which indicates apresence (e.g., digital value of one) or absence (e.g., digital value ofzero) of a pin from an electrical connector via displacing a plunger(not shown) within electrical connector pin detector 233.

Further, a frictional force may be applied to wheels 216 by engagingwheel brakes 218. In one example, wheel brakes 218 may be engaged inresponse to the driver pressing his foot on a brake pedal (not shown).In other examples, controller 12 or a controller linked to controller 12may apply engage wheel brakes. In the same way, a frictional force maybe reduced to wheels 216 by disengaging wheel brakes 218 in response tothe driver releasing his foot from a brake pedal. Further, vehiclebrakes may apply a frictional force to wheels 216 via controller 12 aspart of an automated engine stopping procedure.

Controller 12 may be configured to receive inputs from engine 10, asshown in more detail in FIG. 1. As one example, an engine torque outputmay be controlled by adjusting a combination of spark timing, fuel pulsewidth, fuel pulse timing, and/or air charge, by controlling throttleopening and/or valve timing, valve lift and boost for turbo- orsuper-charged engines. In the case of a diesel engine, controller 12 maycontrol the engine torque output by controlling a combination of fuelpulse width, fuel pulse timing, and air charge. In all cases, enginecontrol may be performed on a cylinder-by-cylinder basis to control theengine torque output. Controller 12 may also control torque output andelectrical energy production from generator 204 and motor 206 byadjusting current flowing to and from field and/or armature windings ofthe motor/generators as is known in the art. Controller 12 may alsodetermine a presence or absence of a driver via detecting a key fob orremote transmitting (e.g., polling device) 222 via antenna 279. In oneexample, remote transmitting device broadcasts a radio frequency codethat identifies a driver in proximity to vehicle 290 or as being withinthe vehicle passenger cabin 261. Controller 12 may also output controlparameters and vehicle status information via display 235.

Referring now to FIG. 2B, an alternative driveline 201 is shown. Thedriveline of FIG. 2B includes many of the same devices as described inFIG. 2A. Devices that have like numerical identifiers in FIGS. 2A and 2Bare the same devices and operate in a same way. Therefore, for the sakeof brevity, the description of same devices is omitted and a descriptionof new devices is included.

In this driveline, engine 10 may be selectively coupled tomotor/generator 285 via driveline disconnect clutch 280. Motor/generator285 is coupled to automatic step-ratio transmission 288. Automatictransmission includes a torque converter (not shown) and gear clutches289 (e.g., gears 1−N where N is an integer number between 4 and 25) foractivating gears 283. The gear clutches 289 may be selectively engagedto propel vehicle 290 on a road. Torque output from the automatictransmission 288 may in turn be relayed to wheels 216. During vehiclelaunch conditions motor/generator may not be coupled to engine 10 sothat vehicle 290 is propelled solely via motor/generator 285. However,during vehicle launch conditions where driver demand is high, engine andmotor/generator 285 may be coupled together via driveline disconnectclutch 280. If motor/generator 285 is deactivated, engine 10 may be thesole source of propulsion for vehicle 290.

In some examples, disconnect clutch 280, motor/generator 285, energystorage device 208, charging system 235, receptacle 211, voltage sensingcircuitry 213, and pin detector 233 may be omitted for a non-hybridvehicle. Thus, engine 10 may be coupled to automatic transmission 288.Engine 10 may be the sole source of propulsion for vehicle 290.

Referring now to FIG. 2C, an alternative driveline 207 is shown. Thedriveline of FIG. 2C includes many of the same devices as described inFIG. 2A. Devices that have like numerical identifiers in FIGS. 2A and 2Care the same devices and operate in a same way. Therefore, for the sakeof brevity, the description of same devices is omitted and a descriptionof new devices is included.

In this driveline, engine 10 may be selectively coupled to manualtransmission 287 via manually operated clutch 286. Manual transmissionincludes gears 271 (e.g., gears 1−N where N is an integer number between4 and 10). The gears 271 may be selectively engaged to propel vehicle290 on a road. Torque output from the manual transmission 287 may inturn be relayed to wheels 216.

The system of FIGS. 1-2C provides for a vehicle system, comprising: apropulsion source; and a controller including executable instructionsstored in non-transitory memory to enable propulsion of a vehicle afterpropulsion of the vehicle is deactivated in response to confirmingpresence of a driver via a polling device, confirming more than athreshold force is applied to a brake pedal, and shifting a powertrainmode selector (e.g., a transmission shifter). The vehicle systemincludes where the powertrain mode selector is a manual gear shifter.The vehicle system includes where the powertrain mode selector is aforward or reverse selector. The vehicle system further comprisesadditional controller instructions to enable propulsion of the vehiclein response to confirmation of a driver gripping a steering wheel. Thevehicle system includes where enabling propulsion of the vehicleincludes supplying current to a motor of the vehicle. The vehicle systemfurther comprises additional controller instructions to enablepropulsion of the vehicle in response to confirmation of a drivergripping a shifter, and where the confirmation is provided via a sensor.

Referring now to FIG. 3A, a first example shifter 300 is shown. Shifter300 includes a shift lever 302 that may be moved to park (P) 304,reverse (R) 306, neutral (N) 308, and drive (D) 310. Shifter 300 mayinclude mechanical linkage that adjusts valve positions in an automatictransmission, or shifter 300 may output an electrical signal that isinput to controller 12 and that indicates a driver desired propulsionmode (e.g., forward range gears 1−N, or reverse). In one example,shifter 300 outputs a different binary signal for each desiredpropulsion mode (e.g., 0000 for park, 0001 for reverse, 0011 for drive)and controller shifts the transmission via actuating various shiftsolenoids. In some examples, shifter 300 may include a movement limitingdevice 320 that restricts motion of shift lever 302 such that shiftlever 302 is restricted from exiting park or neutral until the vehicleis not coupled to a stationary electrical grid. In one example, movementlimiting device 320 is a solenoid that restricts motion of shift lever302.

Referring now to FIG. 3B, an example manual shifter 350 is shown. Inthis example, shift lever 352 may be moved through positions 1-R of gearpattern 360. A driver may select neutral by placing shifter betweengears as shown at 354. Shift lever 352 may engage a gear by being placedat a location indicated by a dot as shown at 356 where shift lever 352engages first gear. A driver 355 may grasp shift lever 352 and manuallyengage the respective gears by adjusting the position of shift lever352. In some examples, a sensor may detect the presence or absence ofdriver 355 via a pressure or capacitive sensor 380 located on shiftlever 352.

Referring now to FIG. 4, an example steering wheel 400 is shown.Steering wheel 400 includes a sensor to detect the presence or absenceof driver 440. In one example, sensor 410 may sense pressure applied bydriver 440, or alternatively, sensor 410 may be a capacitive sensor thatdetermines a change in capacitance caused by a driver gripping orreleasing steering wheel 400.

Referring now to FIG. 5, a flowchart of a method for operating a vehicleis shown. At least portions of the method of FIG. 5 may be incorporatedto controller 12 in the system of FIG. 1 as executable instructionsstored in non-transitory memory. Further, portions of the method of FIG.5 may be actions taken by controller 12 in the physical world totransform vehicle operating conditions. The method of FIG. 5 applies fora vehicle that a driver has stopped and left the vehicle's proximity.Thus, the vehicle's engine and/or motor stops rotating. The vehicle mayor may not include automatic engine starting and stopping via acontroller.

One or more of the steps (e.g., 514) shown in FIG. 5 may be omitteddepending on the particular vehicle configuration and desired startingsequence. Vehicle propulsion may be enabled after only the remainingsteps or operations are performed.

At 501, method 500 judges if an authorized user (e.g., driver oroperator) is within proximity of the vehicle. In one example, controller12 may broadcast a radio frequency signal that may be acknowledged by atransmitter or polling device 222. Transmitter 222 may respond to thebroadcast by sending out a security code or sequence. If controller 12receives a proper security code or sequence, the answer is yes andmethod 500 proceeds to 502. Otherwise, the answer is no and method 500returns to 501.

At 502, method 500 judges if the vehicle is in a specific propulsionmode range. In one example, if the vehicle includes an automatictransmission or a single fixed ratio gear set, the specific propulsionmode range may be park or neutral. If the vehicle includes a step ratiotransmission, gears of the transmission are not engaged in park orneutral. Further, a parking pall may engage a gear of the transmissionto prevent vehicle motion if the vehicle is in park. If the transmissionis a manual transmission, the specific propulsion mode range may beneutral, a forward gear, or a reverse gear. If the vehicle is in thespecific propulsion mode range, the answer is yes and method 500proceeds to 506. Otherwise, the answer is no and method 500 proceeds to504.

At 504, method 500 provides an indication to the driver that the vehicleshould be put into the specific propulsion mode range if vehiclestarting is desired. The driver may be notified via a display device oran audible indication. Method 500 returns to 502 after a notification isprovided to the driver.

At 506, method 500 judges if the vehicle is coupled to or in electricalcommunication with a stationary electrical power grid. The stationaryelectrical power grid may supply electrical charge to the vehicle. Theelectrical charge may propel the vehicle. In one example, method 500 maydetermine that the vehicle is coupled to a stationary power grid via anelectrical connector pin detector or via voltage sensing circuitry. Ifmethod 500 judges that the vehicle is coupled to the stationaryelectrical power grid, the answer is yes and method 500 proceeds to 508.Otherwise, the answer is no and method 500 proceeds to 510.

At 508, method 500 provides an indication to the driver that the vehicleshould be disconnected from the stationary power grid if vehiclestarting is desired. The driver may be notified via a display device oran audible indication. Further, in some examples, the shifter may beprohibited from moving until the vehicle is decoupled from thestationary electrical power grid. Method 500 returns to 506 after anotification is provided to the driver.

At 510, method 500 judges if the vehicle includes an automatictransmission. The automatic transmission may be a step ratiotransmission. In one example, a bit in stored in non-transitory memorymay indicate the type of transmission included in the vehicle. If method500 judges that the transmission is an automatic transmission, theanswer is yes and method 500 proceeds to 512. Otherwise, the answer isno and method 500 proceeds to 530.

At 512, method 500 judges if the vehicle brakes have been applied withgreater than a threshold amount of force. In one example, the thresholdamount of force is greater than an amount of force to stop the vehiclefrom moving after an engine is started, engaged in a forward or reversegear, and on a road grade greater than twenty percent. Thus, thethreshold force may change depending on vehicle operating conditions. Byjudging if more than a threshold amount of braking force is applied tovehicle wheels, method 500 may judge if the braking force is sufficientto hold the vehicle still during vehicle starting. If method 500 judgesthat the brake force applied is greater than the threshold, the answeris yes and method 500 proceeds to 514. Otherwise, the answer is no andmethod 500 proceeds to 520.

At 514, method 500 judges if a driver is grasping a steering wheel ofthe vehicle. In one example, a driver may be judged to be grasping thevehicle's steering wheel if a steering wheel sensor indicates a driver'sgrasp via a voltage or current. By judging if a driver is grasping asteering wheel, method 500 may judge a threshold level of vehiclecontrol is being applied by a driver. If method 500 judges that a driveris grasping the steering wheel, the answer is yes and method 500proceeds to 516. Otherwise, the answer is no and method 500 proceeds to520. In some examples, 514 may be omitted as previously stated.

At 516, method 500 judges if the vehicle has been shifted into apredetermined propulsion mode. For example, method 500 judges if thevehicle transmission has been shifted from park or neutral into drive orreverse. Alternatively, method 500 may judge if the transmission hasbeen shifted from park or neutral into a forward gear (e.g., firstgear). If so, the answer is yes and method 500 proceeds to 518.Otherwise, the answer is no and method 500 proceeds to 520. The vehiclepropulsion source may be the engine, the motor, or the motor and theengine.

At 518, method 500 starts the vehicle. For vehicles that include anengine, starting may include rotating an engine that had stoppedrotating before engine starting has begun and combusting air and fuelwithin the rotating engine. For hybrid or electric vehicles, startingmay include supplying current and voltage to a motor. Propulsion of thevehicle is enabled via starting the engine and/or the motor. The engineand/or motor are started before method 500 exits.

At 520, method 500 notifies the driver of conditions that may be neededto start the vehicle. For example, the driver may be notified thatadditional brake force is to be applied before the vehicle is to bestarted. Further, the driver may be notified that the vehicle is to beshifted into a specific propulsion mode (e.g., drive) before the vehicleis started. Method 500 returns to 510 after notification is provided tothe driver.

At 530, method 500 judges if the vehicle brakes have been applied withgreater than a threshold amount of force. If method 500 judges that thebrake force applied is greater than the threshold, the answer is yes andmethod 500 proceeds to 532. Otherwise, the answer is no and method 500proceeds to 520.

At 532, method 500 judges if a driver is grasping a steering wheel ofthe vehicle. If method 500 judges that a driver is grasping the steeringwheel, the answer is yes and method 500 proceeds to 532. Otherwise, theanswer is no and method 500 proceeds to 520.

At 534, method 500 judges if the vehicle's clutch pedal has been appliedto open the vehicle's manual clutch. For example, method 500 judges ifthe vehicle's clutch has been applied so that the engine is not startedwhile the transmission is in a forward or reverse gear. In addition,method 500 may judge if the driver is gripping the shifter to indicatethat the driver has asserted a desired level of control. Further, insome examples, the answer may be yes if the manual shifter is shiftedinto a forward or reverse gear while the clutch is applied. If the oneor more predetermined conditions are met, the answer is yes and method500 proceeds to 518. Otherwise, the answer is no and method 500 proceedsto 520.

Thus, the method of FIG. 5 provides for a method for enabling vehiclepropulsion, comprising: enabling propulsion of a vehicle afterpropulsion of the vehicle is deactivated in response to confirmingpresence of a driver via a remote device, confirming more than athreshold force is applied to a brake pedal, and shifting the vehiclefrom park or neutral into a forward or reverse propulsion mode. Themethod includes where enabling propulsion of the vehicle includesstarting an engine of the vehicle, and where propulsion of the vehicleis enabled in response to only confirmed presence of the driver,confirmed force applied to the brake pedal, and the vehicle beingshifted from park or neutral into forward or reverse propulsion mode.The method includes where enabling propulsion of the vehicle includessupplying current to a motor of the vehicle. The method includes wherethe forward or reverse propulsion mode includes operating a transmissionin a forward gear or a reverse gear.

In some examples, the method further comprises enabling propulsion ofthe vehicle in response to confirmation of a driver gripping a steeringwheel. The method includes where the threshold force applied to thebrake pedal is a force sufficient to stop vehicle motion. The methodfurther comprises notifying a driver of one or more conditions forenabling propulsion of the vehicle are not met.

The method of FIG. 5 also provides for a method for enabling vehiclepropulsion, comprising: enabling propulsion of a vehicle afterpropulsion of the vehicle is deactivated in response to confirmingpresence of a driver via a polling device, confirming more than athreshold force is applied to a brake pedal, and confirming that thevehicle is not coupled to a power grid. The method includes whereconfirmation that the vehicle is not coupled to a power grid is providedvia an electrical connector pin sensor, and where propulsion of thevehicle is enabled in response to only confirmed presence of the driver,confirmed force applied to the brake pedal, confirming shifting thevehicle from park or neutral into a forward or reverse propulsion mode,and confirming that the vehicle is not coupled to the power grid. Themethod includes where confirmation that the vehicle is not coupled to apower grid is provided via voltage sensing circuitry.

In some examples, the method further comprises enabling propulsion ofthe vehicle responsive to shifting the vehicle from park or neutral intoa forward or reverse propulsion mode. The method also includes whereenabling propulsion of the vehicle includes starting an engine of thevehicle. The method includes where enabling propulsion of the vehicleincludes supplying current to a motor of the vehicle. The method furthercomprises enabling propulsion of the vehicle in response to confirmationof a driver gripping a steering wheel.

As will be appreciated by one of ordinary skill in the art, methoddescribed in FIG. 5 may represent one or more of any number ofprocessing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various steps orfunctions illustrated may be performed in the sequence illustrated, inparallel, or in some cases omitted. Likewise, the order of processing isnot necessarily required to achieve the objects, features, andadvantages described herein, but is provided for ease of illustrationand description. At least portions of the control methods and routinesdisclosed herein may be stored as executable instructions innon-transitory memory and may be carried out by the control systemincluding the controller in combination with the various sensors,actuators, and other engine hardware. Although not explicitlyillustrated, one of ordinary skill in the art will recognize that one ormore of the illustrated steps or functions may be repeatedly performeddepending on the particular strategy being used.

This concludes the description. The reading of it by those skilled inthe art would bring to mind many alterations and modifications withoutdeparting from the spirit and the scope of the description. For example,I3, I4, I5, V6, V8, V10, and V12 engines operating in natural gas,gasoline, diesel, or alternative fuel configurations could use thepresent description to advantage.

1. A method for enabling vehicle propulsion, comprising: enablingpropulsion of a vehicle after propulsion of the vehicle is deactivatedin response to confirming presence of a driver via a key fob, confirmingmore than a threshold force is applied to a brake pedal, and shiftingthe vehicle from park or neutral into a forward or reverse propulsionmode.
 2. The method of claim 1, where enabling propulsion of the vehicleincludes starting an engine of the vehicle, and where propulsion of thevehicle is only enabled in response to confirmed presence of the driver,confirmed force applied to the brake pedal, and the vehicle beingshifted from park or neutral into forward or reverse propulsion mode. 3.The method of claim 1, where enabling propulsion of the vehicle includessupplying current to a motor of the vehicle.
 4. The method of claim 1,where the propulsion of the vehicle is enabled without receiving aninput to a start button.
 5. The method of claim 1, further comprisingenabling propulsion of the vehicle in response to confirmation of adriver gripping a steering wheel.
 6. The method of claim 1, where thethreshold force applied to the brake pedal is a force sufficient to stopvehicle motion.
 7. The method of claim 1, where the propulsion of thevehicle enabled without receiving an input to a key switch.
 8. A methodfor enabling vehicle propulsion, comprising: without receiving an inputto a start button and without receiving an input to a key switch,enabling propulsion of a vehicle after propulsion of the vehicle isdeactivated in response to confirming presence of a driver via a pollingdevice, confirming more than a threshold force is applied to a brakepedal, and confirming that the vehicle is not coupled to a power grid.9. The method of claim 8, where confirmation that the vehicle is notcoupled to a power grid is provided via an electrical connector pinsensor, and where propulsion of the vehicle is enabled in response toonly confirmed presence of the driver, confirmed force applied to thebrake pedal, confirming shifting the vehicle from park or neutral into aforward or reverse propulsion mode, and confirming that the vehicle isnot coupled to the power grid.
 10. The method of claim 8, whereconfirmation that the vehicle is not coupled to a power grid is providedvia an electrical grid power sensor.
 11. The method of claim 8, furthercomprising enabling propulsion of the vehicle responsive to shifting thevehicle from park or neutral into a forward or reverse propulsion mode.12. The method of claim 8, where enabling propulsion of the vehicleincludes starting an engine of the vehicle.
 13. The method of claim 8,where enabling propulsion of the vehicle includes supplying current to amotor of the vehicle.
 14. The method of claim 8, further comprisingenabling propulsion of the vehicle in response to confirmation of adriver gripping a steering wheel.
 15. A vehicle system, comprising: apropulsion source; and a controller including executable instructionsstored in non-transitory memory to, without an input received at a startbutton and without an input received at a key switch, enable propulsionof a vehicle after propulsion of the vehicle is deactivated in responseto confirming presence of a driver via a key fob, confirming more than athreshold force is applied to a brake pedal, and shifting a powertrainmode selector.
 16. The vehicle system of claim 15, where the powertrainmode selector is a manual gear shifter.
 17. The vehicle system of claim15, where the powertrain mode selector is a forward or reverse selector.18. The vehicle system of claim 15, further comprising additionalcontroller instructions to enable propulsion of the vehicle in responseto confirmation of a driver gripping a steering wheel.
 19. The vehiclesystem of claim 18, where enabling propulsion of the vehicle includessupplying current to a motor of the vehicle.
 20. The vehicle system ofclaim 19, further comprising additional controller instructions toenable propulsion of the vehicle in response to confirmation of a drivergripping a shifter.